JPS62228645A - V-type engine - Google Patents
V-type engineInfo
- Publication number
- JPS62228645A JPS62228645A JP7183786A JP7183786A JPS62228645A JP S62228645 A JPS62228645 A JP S62228645A JP 7183786 A JP7183786 A JP 7183786A JP 7183786 A JP7183786 A JP 7183786A JP S62228645 A JPS62228645 A JP S62228645A
- Authority
- JP
- Japan
- Prior art keywords
- intake
- cylinder
- exhaust
- bank
- cylinder head
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 238000002485 combustion reaction Methods 0.000 description 4
- 230000000694 effects Effects 0.000 description 3
- 230000004048 modification Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000002093 peripheral effect Effects 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
- F02B75/18—Multi-cylinder engines
- F02B75/22—Multi-cylinder engines with cylinders in V, fan, or star arrangement
- F02B75/221—Multi-cylinder engines with cylinders in V, fan, or star arrangement with cylinder banks in narrow V-arrangement, having a single cylinder head
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
- F02B75/18—Multi-cylinder engines
- F02B2075/1804—Number of cylinders
- F02B2075/1816—Number of cylinders four
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Valve-Gear Or Valve Arrangements (AREA)
- Cylinder Crankcases Of Internal Combustion Engines (AREA)
Abstract
Description
【発明の詳細な説明】
(産業上の利用分野)
本発明は複数のシリンダを挟角V型に配置した挟角■型
エンジンに関するものである。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a closed-angle type engine in which a plurality of cylinders are arranged in a closed-angle V-shape.
(従来技術)
従来、一般にV型エンジンの左右のバンク間の開角は6
0〜90”程度に大きく形成され、左右バンクには夫々
シリンダヘッドが個別に設けられている。(Prior art) Conventionally, the opening angle between the left and right banks of a V-type engine was generally 6.
The cylinder head is formed to have a large size of about 0 to 90 inches, and cylinder heads are individually provided on the left and right banks.
ところで、V型エンジンの幅を小さくし、シリンダブロ
ック及びシリンダヘッドの小型化を図るため左右バンク
間の開角を約15〜25°程度に挟角化し、左右バンク
のシリンダヘッドを一体化した挟角■型エンジンは既に
公知のものである。By the way, in order to reduce the width of the V-type engine and to downsize the cylinder block and cylinder head, the opening angle between the left and right banks is narrowed to about 15 to 25 degrees, and the cylinder heads of the left and right banks are integrated. Square type engines are already known.
例えば、実開昭56−79627号公報には、立型4気
筒挟角■型エンジンであって、シリンダヘッドの4本の
吸気ポートをシリンダヘッドの一方の外側部へ延しまた
4本の排気ポートをシリンダヘッドの他方の外側部へ延
し、シリンダヘッドの一側部に吸気マニホールドを接続
しまたシリンダヘッドの他側部に排気マニホールドを接
続した挟角■型エンジンが記載されている。For example, Japanese Utility Model Application Publication No. 56-79627 discloses a vertical four-cylinder narrow angle type engine, in which four intake ports of the cylinder head extend to one outer side of the cylinder head, and four exhaust ports extend to the outside of one side of the cylinder head. A narrow square type engine is described in which a port extends to the other outer side of the cylinder head, an intake manifold is connected to one side of the cylinder head, and an exhaust manifold is connected to the other side of the cylinder head.
(発明が解決しようとする問題点)
上記公報に記載された挟角V型エンジンにおいては、全
部の吸気ボートをシリンダヘッドの一側部へ延しまた全
部の排気ポートをシリンダヘッドの他側部へ延した構造
になっているので、吸気ボート及び排気ポートの長さ及
び形状が気筒毎に変化し、気筒によっては非常に短かい
吸気ボートとなる関係上、吸気慣性で吸気効率を高める
ために吸気マニホールドが必然的にある程度大型化する
だけでなく、全部の気筒への吸気特性及び排気特性を一
定にすることが出来ないので気筒間の出力のバラツキが
生じるという問題がある。(Problems to be Solved by the Invention) In the narrow-angle V-type engine described in the above publication, all intake boats extend to one side of the cylinder head, and all exhaust ports extend to the other side of the cylinder head. Because of the extended structure, the length and shape of the intake boat and exhaust port vary from cylinder to cylinder, and some cylinders have very short intake boats. There is a problem in that not only does the intake manifold necessarily become larger to some extent, but also that the intake characteristics and exhaust characteristics to all cylinders cannot be made constant, resulting in variations in output between cylinders.
そして、動弁機構を簡単化する為の配慮が全くなされて
いないので、各バンク毎に少なくとも1本のカム軸が必
要となり、動弁機構を簡単化することが困難である。Further, since no consideration has been given to simplifying the valve mechanism, at least one camshaft is required for each bank, making it difficult to simplify the valve mechanism.
(問題点を解決するための手段)
本発明に係るV型エンジンは、複数のシリンダを挟角V
型に配置し、左右バンクで共通のシリンダヘッド部を形
成するとともに、シリンダヘッド部に形成される吸気ボ
ート及び排気ポートのシリンダ開口部を同一バンクにお
いて1列に出力軸方向に配置したV型エンジンにおいて
、上記開口部を開閉する吸気弁及び排気弁を、同一バン
クにおいてリフト方向が同一方向となるように配置する
とともに、上記吸気ボート及び排気ポートの少なくとも
一方が、上記シリンダ開口部より該開口部を備えるバン
クと反対側バンクサイドに延びてシリンダヘッド部外側
に開口しているものである。(Means for Solving the Problems) The V-type engine according to the present invention has a plurality of cylinders arranged at an included angle V.
A V-type engine in which the left and right banks have a common cylinder head, and the intake boats and exhaust port cylinder openings formed in the cylinder head are arranged in a row in the same bank in the direction of the output shaft. The intake valve and the exhaust valve that open and close the opening are arranged in the same bank so that their lift directions are the same, and at least one of the intake boat and the exhaust port is located closer to the opening than the cylinder opening. The cylinder head extends to the opposite side of the bank and is open to the outside of the cylinder head.
(作用)
本発明に係る■型エンジンにおいては、吸気ボート及び
排気ポートのシリンダ開口部を同一バンクにおいて1列
に出力軸方向に配置し、吸気弁及び排気弁を同一バンク
においてリフト方向が同一方向となるように配置するの
で、各バンクの吸気弁及び排気弁を1本のカム軸で直接
駆動するようにしたりまた左右のバンクの吸気弁及び排
気弁を1木の共通のカム軸で直接駆動するように構成す
ることが可能となり、動弁機構が著しく簡単化する。(Function) In the type III engine according to the present invention, the cylinder openings of the intake boat and the exhaust port are arranged in the same bank in one row in the output shaft direction, and the intake valve and the exhaust valve are arranged in the same bank with the lift direction in the same direction. Therefore, the intake valves and exhaust valves of each bank can be directly driven by one camshaft, and the intake valves and exhaust valves of the left and right banks can be directly driven by one common camshaft. This makes it possible to configure the valve train so that the valve operating mechanism is significantly simplified.
更に、吸気ボート及び排気ポートの少なくとも一方が、
シリンダ開口部より該開口部を備えるバンクと反対側バ
ンクサイドに延びてシリンダヘッド部外側に開口するの
で、シリンダヘッド部内における吸気ボート及び/又は
排気ポートの長さが長くなり、また吸気ボート及び/又
は排気ポートの長さ・形状が全部の気筒について略等し
くなる。Furthermore, at least one of the intake boat and the exhaust port,
Since the cylinder opening extends to the bank side opposite to the bank including the opening and opens to the outside of the cylinder head, the length of the intake boat and/or exhaust port in the cylinder head increases, and the length of the intake boat and/or exhaust port in the cylinder head increases. Alternatively, the length and shape of the exhaust ports are approximately equal for all cylinders.
(発明の効果)
本発明に係る■型エンジンによれば、以上説明したよう
に動弁機構を著しく簡単化することが出来るのに加えて
、吸気ボート及び/又は排気ポートが長くなるので吸気
マニホールド及び/又は排気マニホールドを小型化する
ことが出来る。(Effects of the Invention) According to the type III engine according to the present invention, in addition to being able to significantly simplify the valve mechanism as explained above, the intake boat and/or exhaust port are longer, so the intake manifold And/or the exhaust manifold can be downsized.
更に、全部の気筒について吸気ボート及び/又は排気ポ
ートの長さ・形状が略等しくなるので、気筒間の出力の
バラツキがなくなり、トルク変動やエンジン振動の面で
大幅に改善される。Furthermore, since the length and shape of the intake boats and/or exhaust ports are approximately the same for all cylinders, variations in output between cylinders are eliminated, and torque fluctuations and engine vibrations are significantly improved.
(実施例) 以下、本発明の実施例を図面に基いて説明する。(Example) Embodiments of the present invention will be described below with reference to the drawings.
本実施例の■型エンジンEは4気筒挟角V型エンジンで
あり、この■型エンジンEにおいては第1図・第2図に
示すように共通のシリンダブロック1内に左側バンクの
2本の気筒2a・2Cと右側バンクの2本の気筒2b・
2dが交互に千鳥状に形成され、上記気筒2a・2Cの
中心線と気筒2b・2dの中心線とのなす正面視の開角
は約15゛である。但し、この開角は約15〜25°程
度の範囲であることが望ましい。The ■-type engine E of this embodiment is a 4-cylinder narrow-angle V-type engine. In this ■-type engine E, as shown in FIGS. Cylinder 2a, 2C and two cylinders 2b, on the right bank.
2d are alternately formed in a staggered manner, and the opening angle in front view between the center lines of the cylinders 2a and 2C and the center lines of the cylinders 2b and 2d is about 15 degrees. However, this opening angle is preferably in a range of about 15 to 25 degrees.
上記シリンダブロック1の上面には左右バンクに共通の
シリンダヘッド3が装着され、各気筒2に装着されたピ
ストン4の上面と気筒2の内周面とシリンダヘッド3の
下面とで燃焼室が形成されている。A cylinder head 3 common to the left and right banks is attached to the upper surface of the cylinder block 1, and a combustion chamber is formed by the upper surface of the piston 4 attached to each cylinder 2, the inner peripheral surface of the cylinder 2, and the lower surface of the cylinder head 3. has been done.
尚、本実施例の場合、シリンダヘッド3の一部が気筒2
の上部に僅かに突出しているが、シリンダヘッド3の下
面は平面的に形成してもよく、その場合ピストン4の上
端面がシリンダヘッド3の下面と平行となるように形成
してもよい。In the case of this embodiment, a part of the cylinder head 3 is connected to the cylinder 2.
The lower surface of the cylinder head 3 may be formed flat, and in that case, the upper end surface of the piston 4 may be formed parallel to the lower surface of the cylinder head 3.
上記各気筒2の燃焼室に連通ずる吸気ボート5及び排気
ポート6がシリンダヘッド3内に形成され、各吸気ボー
ト5は吸気弁7で開閉される吸気開口部5aで燃焼室に
連通され、各排気ポート6は排気弁8で開閉される排気
開口部6aで燃焼室に連通される。An intake boat 5 and an exhaust port 6 that communicate with the combustion chamber of each cylinder 2 are formed in the cylinder head 3, and each intake boat 5 communicates with the combustion chamber through an intake opening 5a that is opened and closed by an intake valve 7. The exhaust port 6 communicates with the combustion chamber through an exhaust opening 6a that is opened and closed by an exhaust valve 8.
上記第1気筒2a・第2気筒2b・第3気筒2C・第4
気筒2dの4個の吸気弁7と4個の排気弁8とを共通の
1本のカム軸9で直接駆動することが出来るように、左
側バンクの第1気筒2aと第3気筒2Cの吸気開口部5
a及び排気開口部6aはクランク軸(図示略)と平行に
1列に配設され、右側バンクの第2気筒2bと第4気筒
2dの吸気開口部5a及び排気開口部6aはクランク軸
と平行に1列に配設され、左側バンクの吸気弁7と排気
弁8の弁リフト方向(弁軸の方向)が平行で且つクラン
ク軸軸心を含む鉛直面に対して同一傾斜角をなすように
吸気開口部5aと排気開口部6aが形成され、右側バン
クの吸気弁7と排気弁8の弁リフト方向が平行で且つ上
記鉛直面に対して同一傾斜角をなすように吸気開口部5
aと排気開口部6aが形成されている。The above first cylinder 2a, second cylinder 2b, third cylinder 2C, fourth cylinder
In order to directly drive the four intake valves 7 and four exhaust valves 8 of the cylinder 2d by one common camshaft 9, the intake valves of the first cylinder 2a and the third cylinder 2C of the left bank are Opening 5
a and the exhaust openings 6a are arranged in a row parallel to the crankshaft (not shown), and the intake openings 5a and exhaust openings 6a of the second cylinder 2b and the fourth cylinder 2d of the right bank are parallel to the crankshaft. The intake valves 7 and exhaust valves 8 of the left bank are arranged in a row so that the valve lift directions (valve shaft directions) are parallel and form the same inclination angle with respect to the vertical plane containing the crankshaft axis. An intake opening 5a and an exhaust opening 6a are formed, and the intake opening 5 is arranged so that the valve lift directions of the intake valve 7 and the exhaust valve 8 of the right bank are parallel and make the same inclination angle with respect to the vertical plane.
a and an exhaust opening 6a are formed.
そして、第1〜第4気筒2a〜2dの4本の吸気弁7と
4木の排気弁8は、シリンダヘッド3の上部の左右方向
中央部にクランク軸と平行に配設された共通の1本のカ
ム軸9で直接駆動されるようになっている。The four intake valves 7 and the four exhaust valves 8 of the first to fourth cylinders 2a to 2d are connected to a common valve 7 located at the center of the upper part of the cylinder head 3 in the left-right direction and parallel to the crankshaft. It is designed to be directly driven by the camshaft 9 of the book.
次に、全部の気筒2について、吸気ボート5を極力長く
且つ同一ボート長及び同一ボート形状にするとともに、
排気ポート6を同一ボート長及び同一ボート形状にする
ため、次のように吸気ボート5及び排気ポート6の配置
及び方向に工夫が凝らされている。Next, for all the cylinders 2, the intake boats 5 are made as long as possible and have the same boat length and boat shape, and
In order to make the exhaust ports 6 have the same boat length and the same boat shape, the arrangement and direction of the intake boats 5 and the exhaust ports 6 are designed as follows.
第2図に示すように、左側バンクの第1気筒2aと第3
気筒2cの吸気ボート5はシリンダヘッド3の右側面ま
で延ばしてそこに開口され、右側バンクの第2気筒2b
と第4気筒2dの吸気ボート5は左側バンクのシリンダ
ヘッド3の左側面まで延ばしてそこに開口され、これら
開口部に吸気マニホールド10が接続される。As shown in Fig. 2, the first cylinder 2a and the third cylinder of the left bank
The intake boat 5 of the cylinder 2c extends to the right side of the cylinder head 3 and is opened there, and the intake boat 5 of the cylinder 2c extends to the right side of the cylinder head 3 and is opened there.
The intake boat 5 of the fourth cylinder 2d extends to the left side of the left bank cylinder head 3 and opens there, and the intake manifold 10 is connected to these openings.
各排気ポート6は、本実施例の場合その排気開口部6a
が属するバンク側のシリンダヘッド3の側面まで延ばし
てそこに開口され、これら開口部に排気マニホールド1
1が接続される。In this embodiment, each exhaust port 6 has its exhaust opening 6a.
The exhaust manifold 1 is extended to the side of the cylinder head 3 on the bank side to which it belongs and is opened there.
1 is connected.
そして、第1気筒2aと第2気筒2bにおいては吸気開
口部5aと排気開口部6aとが前後に配置されるととも
に、第3気筒2Cと第4気筒2dにおいては排気開口部
6aと吸気開口部5aとが前後に配置され、平面視にお
いて第2気筒2bの吸気ボート5はその吸気開口部5a
に対してそのヘッドサイド開口部5bが第3気筒2C側
へ偏るように約15°の角度で斜めに形成されるととも
に第2気筒2bの排気ポート6はその排気開口部6aか
ら真直ぐ右方へ向けて形成され、第3気筒2Cの吸気ボ
ート5及び排気ポート6は第2気筒2bのものと点対称
の関係になるように形成されている。In the first cylinder 2a and the second cylinder 2b, the intake opening 5a and the exhaust opening 6a are arranged in front and behind, and in the third cylinder 2C and the fourth cylinder 2d, the exhaust opening 6a and the intake opening 5a are arranged in front and behind, and in plan view, the intake boat 5 of the second cylinder 2b has its intake opening 5a.
In contrast, the head side opening 5b is formed obliquely at an angle of about 15° so as to be biased towards the third cylinder 2C side, and the exhaust port 6 of the second cylinder 2b is directed straight to the right from the exhaust opening 6a. The intake boat 5 and exhaust port 6 of the third cylinder 2C are formed in a point-symmetrical relationship with those of the second cylinder 2b.
そして、平面視において第1気筒2aの吸気ボート5は
その吸気開口部5aに対してそのヘッドサイド開口部5
bが第2気筒2b側へ偏るように約15°の角度で斜め
に形成されるとともに第1気筒2aの排気ポート6はそ
の排気開口部6aから真直ぐ左方へ向けて形成され、第
4気筒2dの吸気ボート5及び排気ポート6は第1気筒
2aのものと点対称の関係になるように形成されている
。In plan view, the intake boat 5 of the first cylinder 2a has a head side opening 5 relative to the intake opening 5a.
The exhaust port 6 of the first cylinder 2a is formed to face straight to the left from the exhaust opening 6a of the first cylinder 2a, and the exhaust port 6 of the first cylinder 2a is formed diagonally at an angle of about 15° so that the cylinder b is biased toward the second cylinder 2b. The intake boat 5 and the exhaust port 6 of the cylinder 2d are formed in a point-symmetrical relationship with those of the first cylinder 2a.
尚、第2図の符号12は点火プラグを装着する為のプラ
グ装着孔であり、符号13はシリンダヘッド3を固定す
るヘッドボルトである。Note that reference numeral 12 in FIG. 2 is a plug mounting hole for mounting a spark plug, and reference numeral 13 is a head bolt for fixing the cylinder head 3.
次に、以上の構成から得られる作用について説明する。Next, the effects obtained from the above configuration will be explained.
全部の気筒2の吸気弁7及び排気弁8を共通の1本のカ
ム軸9で直接駆動できるようになっているので、動弁機
構が著しく筒車なものとなる。Since the intake valves 7 and exhaust valves 8 of all the cylinders 2 can be directly driven by one common camshaft 9, the valve operating mechanism becomes extremely hour-wheel-like.
各吸気ボート5をその吸気開口部5aが属するバンクの
反対側バンクのシリンダヘッド3の側部に開口するので
、シリンダヘッド3内で吸気ボート5を十分に長く形成
出来、必要な吸気慣性効果が得られるから、吸気マニホ
ールド10を小型化することが出来る。Since each intake boat 5 is opened at the side of the cylinder head 3 of the bank opposite to the bank to which the intake opening 5a belongs, the intake boat 5 can be formed sufficiently long within the cylinder head 3, and the necessary intake inertia effect can be achieved. Therefore, the intake manifold 10 can be downsized.
しかも、全部の気筒2について吸気ボート5及び排気ポ
ート6の長さ・形状を同一に設定しているので、気筒2
間の出力のバラツキがなくトルク変動やエンジン振動の
面で改善される。Moreover, since the length and shape of the intake boat 5 and exhaust port 6 are set to be the same for all cylinders 2,
There is no variation in output between the two, and torque fluctuations and engine vibration are improved.
次に、上記実施例を次のように部分的に変更することが
出来る。Next, the above embodiment can be partially modified as follows.
(1) 第3図に示すように、左側バンクの気筒2a
・2Cの吸気ボート5及び排気ポート6を右側バンクの
方へ延ばしシリンダヘッド3の右側面に開口し、同様に
右側バンクの気筒2b・2dの吸気ボート5及び排気ポ
ート6を左側バンクの方へ延ばしシリンダヘッド3の左
側面に開口する。(1) As shown in Figure 3, the left bank cylinder 2a
・Extend the intake boat 5 and exhaust port 6 of 2C toward the right bank and open on the right side of the cylinder head 3, and similarly move the intake boat 5 and exhaust port 6 of cylinders 2b and 2d of the right bank toward the left bank. It opens on the left side of the stretching cylinder head 3.
この場合、4本の吸気ボート5は同一ボート長且つ同一
形状であり、吸気ボート5だけでなく排気ポート6もシ
リンダヘッド3内で十分な長さに形成することが出来る
。In this case, the four intake boats 5 have the same boat length and the same shape, and not only the intake boats 5 but also the exhaust port 6 can be formed to have a sufficient length within the cylinder head 3.
尚、全部の吸気弁7と排気弁8とを第1図の如く共通の
1本のカム軸9で駆動するようにしてもよいし、左側バ
ンクの吸気弁7と排気弁8とを共通の1本のカム軸でま
た右側バンクの吸気弁7と排気弁8とを共通の1本のカ
ム軸で夫々駆動するようにしてもよい。Note that all the intake valves 7 and exhaust valves 8 may be driven by a common camshaft 9 as shown in FIG. Alternatively, the intake valve 7 and exhaust valve 8 of the right bank may be driven by a single camshaft, respectively.
(2) 吸気ボート5は第2図や第3図のように反対
側バンクの方へ延すとともに、両バンクの全部の排気ポ
ート6を左右何れか一方のバンク側へ延ばすことも考え
られる。この場合排気マニホールドが単純化する。(2) It is also conceivable to extend the intake boat 5 toward the opposite bank as shown in FIGS. 2 and 3, and to extend all the exhaust ports 6 of both banks toward either the left or right bank. In this case, the exhaust manifold is simplified.
(3)吸気ボート6は第2図や第3図のように反対側バ
ンクの方へ延すとともに、両バンクの排気ポート6をシ
リンダヘッド3の上部へ導設してシリンダヘッド3の上
面で開口し、シリンダヘッド3の上方に排気マニホール
ドを配設する。(3) The intake boat 6 extends toward the opposite bank as shown in Figures 2 and 3, and the exhaust ports 6 of both banks are guided to the upper part of the cylinder head 3 so that the exhaust port 6 is connected to the upper surface of the cylinder head 3. The cylinder head 3 is opened and an exhaust manifold is disposed above the cylinder head 3.
この場合、排気マニホールド6が単純化して排気抵抗が
小さくなる。In this case, the exhaust manifold 6 is simplified and the exhaust resistance is reduced.
例えば、第1図・第2図に示した■型エンジンEにおい
て、カム軸9の左右両側の部分がデッドスペースとなっ
ているので、排気ポート6をシリンダヘッド3の側部に
開口させるのに代えてシリンダヘッド3の上部に開口し
、左側バンクの排気マニホールドを左側のデッドスペー
スにまた右側バンクの排気マニホールドを右側のデッド
スペースに夫々配設することも考えられる。For example, in the ■-type engine E shown in FIGS. 1 and 2, the left and right sides of the camshaft 9 are dead spaces, so it is difficult to open the exhaust port 6 to the side of the cylinder head 3. Alternatively, it is also conceivable to open at the top of the cylinder head 3 and arrange the exhaust manifold of the left bank in the dead space on the left and the exhaust manifold of the right bank in the dead space on the right.
図面は本発明の実施例を示すもので、第1図は■型エン
ジンの要部縦断正面図、第2図はシリンダヘッドの横断
面図(第1図n−n線断面図)、第3図は変形例の第2
図相当図である。
E・・V型エンジン、 2・・気筒、 2a〜2d・・
第1〜第4気筒、 3・・シリンダヘッド、5・・吸気
ボート、 5a・・吸気開口部、6・・排気ポート、
6a・・排気開口部、7・・吸気弁、 8・・排気弁。
特 許 出 願 人 マツダ株式会社前方The drawings show an embodiment of the present invention, and FIG. 1 is a longitudinal sectional front view of the main parts of a ■-type engine, FIG. 2 is a cross-sectional view of the cylinder head (cross-sectional view taken along line nn in FIG. 1), The figure shows the second modification.
It is a figure equivalent figure. E...V-type engine, 2...cylinders, 2a~2d...
1st to 4th cylinders, 3... cylinder head, 5... intake boat, 5a... intake opening, 6... exhaust port,
6a...exhaust opening, 7...intake valve, 8...exhaust valve. Patent applicant Mazda Motor Corporation Forward
Claims (1)
で共通のシリンダヘッド部を形成するとともに、シリン
ダヘッド部に形成される吸気ポート及び排気ポートのシ
リンダ開口部を同一バンクにおいて1列に出力軸方向に
配置したV型エンジンにおいて、 上記開口部を開閉する吸気弁及び排気弁を、同一バンク
においてリフト方向が同一方向となるように配置すると
ともに、 上記吸気ポート及び排気ポートの少なくとも一方が、上
記シリンダ開口部より該開口部を備えるバンクと反対側
バンクサイドに延びてシリンダヘッド部外側に開口して
いることを特徴とするV型エンジン。(1) A plurality of cylinders are arranged in a narrow V-shape to form a common cylinder head part in the left and right banks, and the cylinder openings of the intake port and exhaust port formed in the cylinder head part are arranged in one row in the same bank. In a V-type engine arranged in the output shaft direction, the intake valve and the exhaust valve that open and close the opening are arranged in the same bank so that their lift directions are the same, and at least one of the intake port and the exhaust port is arranged. The V-type engine is characterized in that the cylinder opening extends from the cylinder opening to the bank side opposite to the bank including the opening and opens to the outside of the cylinder head.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP7183786A JPH0681928B2 (en) | 1986-03-29 | 1986-03-29 | V type engine |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP7183786A JPH0681928B2 (en) | 1986-03-29 | 1986-03-29 | V type engine |
Publications (2)
Publication Number | Publication Date |
---|---|
JPS62228645A true JPS62228645A (en) | 1987-10-07 |
JPH0681928B2 JPH0681928B2 (en) | 1994-10-19 |
Family
ID=13472051
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP7183786A Expired - Fee Related JPH0681928B2 (en) | 1986-03-29 | 1986-03-29 | V type engine |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPH0681928B2 (en) |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2004033883A1 (en) * | 2002-10-11 | 2004-04-22 | Ygk Co., Ltd. | Narrow-angle v-type engine |
WO2011147838A3 (en) * | 2010-05-26 | 2012-02-02 | Horex Gmbh | Motorcycle having a compact internal combustion engine |
-
1986
- 1986-03-29 JP JP7183786A patent/JPH0681928B2/en not_active Expired - Fee Related
Cited By (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2004033883A1 (en) * | 2002-10-11 | 2004-04-22 | Ygk Co., Ltd. | Narrow-angle v-type engine |
US7219632B2 (en) | 2002-10-11 | 2007-05-22 | Ygk Co., Ltd. | Narrow angle V-type engine |
KR100734983B1 (en) * | 2002-10-11 | 2007-07-06 | 가부시키가이샤 와이지케이 | Narrow-angle v-type engine |
WO2011147838A3 (en) * | 2010-05-26 | 2012-02-02 | Horex Gmbh | Motorcycle having a compact internal combustion engine |
WO2011147840A3 (en) * | 2010-05-26 | 2012-02-16 | Horex Gmbh | Multi-cylinder internal combustion engine |
US9353652B2 (en) | 2010-05-26 | 2016-05-31 | Kj Ip Verwaltungs Gmbh | Multi-cylinder internal combustion engine |
US9353651B2 (en) | 2010-05-26 | 2016-05-31 | Kj Ip Verwaltungs Gmbh | Motorcycle having a compact internal combustion engine |
Also Published As
Publication number | Publication date |
---|---|
JPH0681928B2 (en) | 1994-10-19 |
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